Governor structure



April 21, 1953 H. G. ADLER ,6 9

GOVERNOR STRUCTURE 5 Sheets-Sheet Original Filed Feb. 6, 1946 6s FIGJ.

E I 53 as I April 21, 1953 H. G. ADLER 2,635,595

GOVERNOR STRUCTURE Original Filed Feb. 6, 1946 3 Sheets-Sheet 5 I I, 41 2| I l i 53 if 9' F|Gn4u I I 49 33 INVENIOR.

HERM N G.ADLER BY A ORNEYS Patented Apr. 21, 1953 GOVERNOR STRUCTURE Herman G. Adler, Detroit, Mich., assignor to Novi Equipment Company, Novi, Mich., a corporation of Michigan Original application February 6, 1946, Serial No. 645,908, now Patent No. 2,598,960, dated June Divided and this application December 23, 1948, Serial No. 66,987

This invention relates generally to speed regv.ulating governors and refers more particularly to improvements in centrifugal governorsand is a division of my prior copending application,

.Serial No. 645,908, filed February 6, 1946, now

Patent No. 2,598,960, issued June 3, 1952.

One of the objects of this invention is to provide a governor capable of performing efficiently to control the speed of various different types of power plants, but is especially adapted for installation on so-called all purpose power plants having some uses requiring governor operation and having other uses where it is desired to manually regulate the speed independent,- ly of the governor.

'Another object of this invention is to'provide a governor assembly connected to the speed control mechanism of a variable speed power plant in a manner to enable selectively obtaining manual or automatic operation of the control mechanism without interfering with the driving connection between the governor and power plant or without altering the governor connection with the speed control mechanism.

Still another object of this invention is to provide manually operable means conveniently located for manipulation by the 'operator'for rendering the governor inoperative and for also adjusting the governor to vary the governing speed range between predetermined minimum and maximum speeds.

A further object of this invention is to provide a centrifugal governor having. weighted members movable radially outwardly in response .to the speed of the. power plant and having means responsive to rotation of the governor.v drive shaft at a speed in excess of .the maximum governing range to reduce the axial force component applied by the weighted members to va minimum. A still further object of this invention is to provide a centrifugal] governor of the above general type composed of a relatively few simple parts capable of being readily manufactured,

assembled and installed.

The foregoing as well as other objects will be made more apparent as this description proceeds,

especially when considered in connection with the accompanying drawings. wherein:

Figure 1 is a diagrammatic elevational view of a power plant equipped with a governor con- 3 Claims. (Cl. 123-99) herein as manually, operable. I the arm i5 is connected to a link I9 and the latter is operatively connected to the governor Figure 4 is a sectional view taken on the line 44 of Figure 5;

i ure 5 is a cross sectional view taken on the line'S-i of Figure 4; I

Figure 6 is an elevational view'of the throttle valve assembly for the power plant;

Figure 7 is a sectional view taken on the line 1-4 of Figure 6; and

Figure 8 is a sectional view taken on the line 8-8 of Figure 4.

The centrifugal governor selected for the purpose of illustrating this invention is particularly adapted 'for installation on vehicle power plants having an internal combustion engine diagrammatically shown in Figure l of the drawings and indicated generally by the reference "character Ill. The internal combustion engine is of orthodox design having a fuel induction system includinga carburetor II and appropriate manifolding 12, The carburetor II is of conventional construction having athrottle valve 13 secured to a rotatable shaft [4 having an arm l secured thereto and having a leverlB rotatably supported thereon adjacent the arm I 5. One

end of the lever l 6 is connected to a throttle control element (not shown) by a link I] and the ,other end of the lever has a projection l8 for in the case of a vehicle, a throttle control element will of course normally be a conventional accelerator pedal which is broadly described The free end of in a manner to bemore fully described. Thus, the throttlemay be operated inthe usual manner by manipulating the control link I! or may be operated independently, of the link [1 and lever 16 by operating the. arm l5 through the governor controlled link l9; t The governor is indicated in the several figure of the drawings by the reference character 20 and comprises a rotatable shaft 2| driven from the crank shaft 22 of the engine through the fan driving shaft 23. In the present instance a pulley 24 is fixed to the shaft 2| and isconnected to a pulley 25 on the-fan driving shaft 23 by a belt 26. A second pulley 21 on the fan driving shaft 23 is connected to a pulley 28 on the crankshaft 22 bya belt 29.

Ihe shaft '2! is journaied in a housing 39 formed of two parts 3| and 32 removably secured together by "studs 33. The housing is attachable to the engine by a bracket 34 formed on the front section 3! of the housing and having slots 35 for receiving studs or other suitable fastener elements. The slots 35 are elongated in a vertical direction to enable adjusting the length of the belt 26 by varying the elevation of the overnor relative to the engine It. The shaft 2| is supported in the front section 3| of the housing by a ball bearing 36 and is supported in the rear housing section 32 by a needle bearing 38. suitable seal 39 is disposed in the front section of the housing between the bearing 36 and front end of the housing 36 to prevent the escape of lubricant from the housing. In this connection, it is pointed out that in use the housing 30 is filled with lubricant up to the level indicator in Figure 4 of the drawings by the reference character 49 and this lubricant is inserted into the housing through a filler opening normally closed by a plug 4|. The plug 4| is formed with vents 42 adjacent the outer end so that the interior of the housing 30 is maintained at atmospheric pressure. As a result, overheatin of the lubricant is avoided and practically no positive pressure is applied to the seal 39.

A driving disc 43 is-supported on the shaft 2| within the housing 30 and is formed with a. central hub 44 welded or otherwise fixed to the shaft 2| for rotation as a unit with the latter. As shown in Figure 8 of the drawings the'disc 43 is formed with aplurality of slots 45 spaced equal distances from each other circumferentially of the disc and extending radially from the hub 44 to the periphery of the disc. A ball 46 is positioned in'eaoh slot 45 and the diameter of the balls is sufliciently less thanthe width of the slots to enable free movement of the balls relative to the disc. The balls 45 are enclosed in a cupshaped member 41 also supported in the housing 30' and having a centrally arranged. hub 48 slidably sup-ported on the shaft 2| at the rear side of the driving disc 43. A ball retaining disc 49 is located in the housing 36 at. the front side of the balls 45 and is formed with a rearwardly extending central hub 49 rotatably mounted. on the shaft 2|. The rear end of the hub 49 abuts the fixed driving disc 43 and a thrust washer is supported on the shaft 2| between the bearing 36 and disc 49. As a result the disc 48 is held from shifting movement axially of the shaft 2| and displacement of the balls 46 from the slots '45 in the driving disc. 43 is prevented.

The cup-shaped member 41 has a frusto-conical portion 5| and is formed with an annular flange 52 at the periphery of the portion 5|. The annular flange 52 extends forwardly. toward the retaining d-isc 49 and is concentric to the axis of the shaft 2|. Suitable openings 53 are formed in the base of the cup-shaped member to enable free flow of lubricant through the cup-shaped member with the result that. no appreciable resistance is offered to reciprocation of the member 41 on the shaft 2|.

The cup-shaped member 4'! is normally urged to the position shown in Figure 4 of the drawings by spring means to be more fully hereinafter described. When in this normal position, the balls 46 are engaged by the frusto-conical portion 5| of the member 47' and are held in their radially innermost positions in the slots 45. However, as the speed of rotation of the shaft 2| exceeds a predetermined minimum rate, the balls 46 move radially outwardly in their respective slots by centrifugal force. Inasmuch as the balls are retained in contact with the frusto-conioal portion 5| of the member 4? by the disc 49, the member 41 is shifted rearwardly along the shaft 2| until the balls engage the annular flange 52 on the member 41. When this condition exists all of the centrifugal force in excess of that required to move the balls outwardly into contact with annular flange 52 is taken up by flange 52, and very little, if any, of this force is transmitted in the form of an axial thrust on either the disc 49 or member 47. Thus, the thrust bearings and associated parts are relieved of stresses or strains when the shaft 2!, is rotated in excess of the speed controlled by the governor.

Movement of the member 43' axially of the shaft 2|. effects a corresponding movement of a thrust collar 53' rotatably supported on the hub 48 and having a radially outwardly extending flange 54 at the front end cooperating with the adjacent surface of the member 4'? to retain a series of balls 55- therebetween. The thrust collar operates a rock shaft 55 by a fork 5'5 secured to the rock shaft with the free ends of the arms straddling the collar and engaging the radial flange 54. As shown in Figure 5 of the drawings, one end of the rock shaft 56 is journaled in a bore formed in an enlargement. 58 on the housing section 32 and the opposite end of the rock shaft is journaled in a needle bearing 59 supported in an aligned bore 69 extending through the wall of the housing section 32 opposite the-enlargement. The outer end. of the bore 59 is counterbored to house a lubricant seal 5| and the adjacent end 62 of the rock shaft extends outwardly beyond the housing. a

A bell crank lever 63 is freely rotatably mounted on the end 62 of the rock shaft 55 and a rock arm 64 is secured to the end 52 beyond the bell crank lever 53. The lower end of the lever 63 is pivotally connected to the throttle valve operating link i 9 and the upper end of the lever is connected to a fixed post 65' by a coilspring 66. The post 65 is fixed to the housing forwardly of the bell crank lever 63 so that the spring 65 normally swings the lever 63 in a counterclockwise direction, as viewed in Figure 2 of the drawings, to positionthe lower end portion of the lever 63 against a stop 5? projecting laterally from the rock arm 64. The lower end of the arm 64 is connected to the lower end of a second bell crank lever 68 by means of a relatively strong spring 85.. The lever 58 is freely rotatably sup-ported intermediate the ends thereof on the rock shaft 56 and the upper end is pivotally connected to a control link Ill. The control link I6 extends to a position where it may be conveniently manipulated by the operator and is provided with a manually operable control H for this purpose.

When the upper end of the lever 68 is positioned at A by the operator, the tension and effective arm on the spring 69 is relieved and practically no resistance is offered to movement of balls 46 to their outermost positions by the action of centrifugal force. Thus, the member 41 with the thrust collar 53 thereon is readily shifted rearwardly along the shaft 2| and the rock arm 64 is rotated in an anticlockwise direction to its idle position. The relatively weak spring 65 effects a corresponding movement of the bell crank lever 63 and positions the latter against stop 6'! on the rock arm to locate the lower end of the lever 63 at the idle position B.

As stated above, the lower end of the bell crank lever 63 is connected to the throttlevalve l3 by the link l9 so that movement of this lever to the position B rotates the throttle valve [3 to its closed or idle position. When the throttle valve I3 is in its idle position, the arm 15 is engaged by the end 58 of the lever IS so that operation of the latter by the manually operable 'controllink l1 imparts'a rocking movement to the arm IS in a direction to open the throttle. Inasmuch as the arm i5 is rigidly connected to the lower end of the lever 63'by the link l9, it follows that rocking movement of the arm Why the control link I! to open the'throttle valve I3 also rotates the bell crank lever 63 in a clockwise direction'about the rock shaft 56. Rotation of the bell crank lever 63 in a clockwise' direction is effected without disturbing the governor rock arm'64 because the lever 63 merely moves away from the'stop '61 and is opposed "only by the spring 66. However, as soon as the'operator releases the manually operable control link 11, the spring 66 swings the bell crank lever back against the stop 61 on the governor rock arm 64 and returns the throttle' valve to as closed or idle position: Thus, the throttlevalve l3 may be operated to regulate the speed of the engine l6 independently of the governor.

When it is desired to regulate the speed of of the engine "by the governor, the operator merely manipulates the control H to locate the upper end of the bell cranklever '58 in any desired position between C and D. The character C indicates a position where the governing speed is at a minimum and the character D designates a position where the governing speed is at a maximum. Actually, movement of the upper end of the bell crank lever 68 from the position C to'the position D progressively increases the tension and arm ,of the spring 69 and correspondingly increases the force opposing rocking movement of the arm 64 in a counterclockwise direction by the governor action.

The spring 69 is, of course, considerably stronger than the throttle valve return spring 66 so that movement of the bell crank lever 66 to any one of its operative positions between C and D rocks the arm 64 in a clockwise direction and imparts a corresponding rocking movement to the bell crank lever 63 to open the throttle valve [3. The extent of opening of the throttle valve I3 depends upon the angular movement imparted to the lever 63 and this movement, in turn, is controlled by the manually operable lever 66. It will, of course, be noted that as the rock arm 64 is rotated in a clockwise direction, the member 4'! is shifted forwardly on the shaft 2| against the centrifugal force exerted by the balls 46 and the-spring '69 is thereby tensioned to an extent depending on the setting of the lever 68. However, as the centrifugal force exceeds the opposing force applied to the rock arm I 64 by the spring 69, the rock arm is moved in a counterclockwise direction by the member 41 and, since the lever 63 is compelled to follow the rock arm' 64, the throttle valve I3 is moved toward its closed or idle position to decrease the speed of the engine. When the engine speed decreases to such an extent to cause a drop in the centrifugal force below the force exerted by the spring 69, the rock arm 64 and associated lever 63 is again moved in a clockwise direction to open the throttle. Thus, the engine speed is controlled by the governor and depends to a large extent on the tension and effectiveness of the spring 66. Although the throttle operating bell crank lever 63 operates in conjunction with the arm 64 during governor control, nevertheless, it will be noted that the lever 63 is alwaysfree to swing in a clockwise or throttle opening direction relative to the rock arm 64. At any time, therefore, governor control of the engine speed may be dispensed with by merely manipulating the control H to locate the lever 68 at the idle position A and thereafter regulating the throttle through the usual manually operable control in the orthodox manner;

As a result of the novel construction engine speed may be controlled manually (as by an accelerator pedal) or by the governor. Thus the device is particularly useful in conjunction with prime movers and a powerful takeoff. By way of specific example the invention maybe applied to a road vehicle which may also be'used as a, light tractor and as a power plant. when used as a road vehicle, at which time relatively highengine speeds may be obtained, the governor spring is set to substantially zero effectiveness so thatat very low speed the balls 46 move outwardly into contact with the cylindrical flange Thereafter increase in centrifugal force developed by the relatively high speeds of the engine'are completely absorbed by the flange 52 thus avoiding heavy thrust on the bearings and accordingly, substantially reducing wear on the governor parts. It is pointed out that in this case engine speed under manual control may be substantiallyhigher than maximum governed speed. Since centrifugal force varies as the square of angular velocity, the provision of the annular flange to absorb centrifugal forces developed by the balls is a very important feature.

The drawings and the foregoing specification constitute a description of the improved governor structure in such full, clear, concise and exact terms as to enable any person skilled in the art to practice the invention, the scope of which is indicated by the appended claims.

What I claim as my invention is:

1. In combination, an internal combustion engine having a throttle, resilient means biasing said throttl toward closed position, manual means normally in throttle closed position having one-way connections with said throttle to move said throttle toward open position, centrifugal governor means comprising a shaft, a pair of plates relatively axially movable on said shaft and converging radially outwardly of said shaft, a plurality of balls rotatable with said shaft between said plates, an adjustable governor spring opposing separation of said plates, a cylindrical flange on one of said plates limiting outward movement of said balls, means having a one-way connection with said throttle for moving said throttle toward open position in response to relative movement of said plates toward each other,

whereby movement of said throttle toward open position by either of said manual means or said governor means does not move the other of said means, said governor spring being adjustable to substantially zero effectiveness to permit outward movement of said balls against said flange at low speed and to provide for high speed operation under manual control in which substantially all of the high centrifugal forces developed are absorbed by said flange.

2. In combination, an internal combustion engine having a pivoted throttle, a first lever rigidly connected to said throttle for moving it between open and closed positions, manual means for operating said, throttle comprising a second lever pivoted concentrically with said first lever and means on said first and second levers engageable when said second lever is moved in throttle opening direction, a centrifugal governor comprising a shaft driven in accordance with engine speed, a pair of plates relatively axially assures movable 'on said start an converging radially outwardly of said shaft, a plurality of balls totatable with said shaft between said plates, a cylindrical flange on one of said plates limiting outward movement of said halls, a. third lever carried by said governor, means for rocking said third lever in response to relative movement between said plates axially of said shaft, a-fourth lever pivoted concentrically with said third lever, abutment means on said third and fourth levers engageable'when said third lever moves in the direction resulting from inward movement of said balls and corresponding relative movement of said plates toward each other upon reduction in engine speed, spring means connected to said fourth lever and effective to urge said fourth lever in a direction to bring the abutment means on said third and fourth levers into. engagement, adjustable spring means opposing" separation of said plates, means for adjusting said adjustable springineans to substantially zero. effectiveness to permit outward movement of said balls against said flange at low speed and to provide forhi-gh speedoperation under manual control in which substantially all of the high centrifugal forces developed are absorbed by said flange, a link connecting said fourth and first levers, said first mentioned spring means being effective through said link to, urge said first lever in throttle closing direction.

3. Structure as defined in claim 2 in which said adjustable spring means comprises a manually adjustable fifth lever mounted concentrically with said third and fourth levers and a spring connecting said fifth and third levers, said fifth lever being adjustable to bring the line of action of said'last mentioned spring into proximity with the pivot axes of said third, fourth and fifth levers to bring about the substantially zeroeffectiveness of saidlast mentioned spring.

HERMAN G. ADLER.

References Cited in the file of this patent I unrrrp STATES PATENTS Number Rhodes June 8, 1943 

